Railway-traffic-controlling apparatus



Nov. 23 19251 L. O. GRONDAHL RAILWAY TRAFFIC CONTROLLING AFYARATUS s-Sheet 1 2 Sheet Filed Feb. 25 1924 EQ QQ w m Nov. 23 @3225 LGQSfiE v L. G. GRQNQAHL I RAILWAY TRAFFIC GONTROLLENG APPARATUS Filed Feb. 2,5 192 2 Sheets-Sheet 2 KNVENTOR I Patented Nov. 23, 1926.

UNITED STATES PATENT OFFICE.

LABS O. GRONDAHL, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SVIITCI-I & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

My invention relates to railway traflic con trolling apparatus, and particularly to apparatus of the type wherein governing apparatus located on a car or train is controlled by train governing currents supplied to the trackway.

I will describe certain forms of apparatus embodying my invention, and will then pointv out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus embodying my invention. F1g. 2 is a view showing in detail a translating and rectifying apparatus represented by the rectangles D in Fig. 1, and also embodying my invention. Fig. 3 is a view showing a modification of a portion of the apparatus shown in Fig. 2 and likewise embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference characters 1 and 2 designate the track rails of a railway along which traffic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 3 into a plurality of sections, of which only two sections, AB and B-C, are shown in the drawing.

Each section is provided with a motor generator designated by the reference character E, with an exponent corresponding to the location. Each of these motor generators comprises a motor M driving two generators G and G The motor M receives current from the secondary 7 of a transformer designated by the reference character T, with an exponent corresponding to the location, and the primary 45 of each transformer T is constantly supplied with alternating current from a generator G, through a transmission line 44.

The frequencies of the currents supplied by transformer secondary 7 and generators G and G which I will term train governing currents, are different, and may be of any desired values. As an example, the frequency of the current supplied by secondary 7 may be cycles per second, the frequency of the current supplied by generator G may be 150 cycles per second, and the frequency of the current supplied by generator G may be 250 cycles per second,

but I do not wish to be limited to currents track relay designated by the reference character Q with an exponent corresponding to the location, which relay in the form here shown comprises two windings 46 and 47. The winding 46 is connected across the track rails adjacent the entrance end ofthe section, and the winding 47 is supplied with alternating current from the secondary 12 of the adjacent transformer T. 'It follows that each relay Q is responsive to current in the track rails of the frequency supplied by transformer secondary 7, but not to current in the track rails of the frequencies supplied by generators G and G and it also follows that each track relay is responsive to reversals of the relative polarity of the current in the track rails from secondary 7.

The supply of train governing current to the rails of each section is controlled by contacts on the track relay Q for the section next in advance. Referring specifically to section BC, when track relay Q is de-energized current from secondary 7 of transformer T is supplied to the track rails at the exit end of the section by contacts 8 and 8 and the current in the rails due to this source has one relative polarity. WVhen relay QP is energized in either direction current from secondary 7 of transformer T continues to be supplied to the rails at the exit end of section B-C by contacts .8 and 8 but this current is now of the opposite relative polarity.

l/Vhen relay Q is de-energized, current. is not supplied to section BC from generator G because track relay contacts 9 and 9 are open. When relay Q is energized in either direction, however, contacts 9 and 9 are closed, so that current from generator G is then supplied to the track rails at the exit end of section B-C and the relative polarity of this current is the same regardless of the direction in which relay Q is energized.

hen relay Q is tie-energized, so that its back contacts and 10 are closed, currentfrom generator G is supplied to the rails an intermediate point X in section BC, but when relay Q? is energized in either direction its contacts 10 and 10 are open, so that the supply of current from generator G is discontinued. Point X is located at least at maximum braking distance in the rear of point C for trains moving at an intermediate speed.

The supply of train governing currents to the rails of section AB is controller by track relay Q in the same manner as the supply of train governing currents to the rails of section BC is controlled by relay The operation of the track relays is as follows: ll hen the section to the right of point C is occupied, track relay Q is, of course, de-energized. Current of one relative polarity, which I will term reverse relative polarity, is then supplied to the rails of section BC from secondary 7 of transformer T so that track relay Q is energized in the reverse direction. Current of the opposite or normal relative polarity is, therefore, supplied to the rails of section Al3 from secondary 7 of transformer T so that relay Q," is energized in the normal direction. Current of normal relative polarity is consequently supplied to the rails of the section to the left of point A by secondary 7 of transformer T It will be seen from the foregoing that, if desired, trackway signals may .be controlled by the track relays I have shown such a signal at point B, but have omitted the traclrway signals from points A and C to simplify the drawing. The signal at point B comprises three lamps 48, 19 and 50, adapted when lighted to indicate proceed, caution and stop, respectively. These lamps are supplied with current from a battery 51 and the lamps are controlled by a contact 11 on relay Q in such manner that the proceed lamp 413 will be lighted when relay Q is energized in normal direction, the caution lamp 19 is lighted when relay Q is energized in the reverse direction, and the stop lamp 50 will be lighted when .relay Q is de-energized.

Located in the section to the left of point A is a train VJ provided with apparatus selectively responsive to the frequencies of the currents in the track rai'ls. This apparatus comprises three pairs of coils F, F and F"','located in front of the train and in inductive relation to the rails 1 and 2, so tl at alternating train governing currents in the track rail; induce alternating currents in the train carried coils. The coils F supply current to electro-res-ponsive apparatus D the coils l1 supply current to electro-responsive apparatus D, and the coils F supply current to electro-responsive apparatus D.

Referring now to Fig. 2, the apparatus D comprises a vibrating relay J having a U- shaped core 29 and an armature 31. The core 29 is provided with operating coils 30 which are connected with the receiving coils F. The armature 31 is mounted on a spring 34 and carries a weight 35, and the armature is polarized by suitable means, such for example, as a coil 32 supplied with current by a battery 33. The armature 31 is mechanically tuned by the spring support 3-1: and the weight 35 to resonance at the frequency of one of the train governing currents supplied to the track rails. Armature 31 controlsa contact 37 which is open when the armature occupies its intermediate or de-energized position, but is closed when the armature is swung in either direction from such position. The two fixed members 37 and 37 of this contact are connected respectively with the two terminals of a battery 36, the middle point of which battery is connected through a wire 33 with one terminal of the primary 39 of a transformer K. The spring support 3& is connected with the other terminal of primary 39, through wires ll and 41 and a condenser 40. The circuit including the primary of transformer K is tuned by the condenser to resonance at the frequency at which the armature 31 is mechanically tuned. It follows that when coils F are energized with alternating current of the frequency ror which the armature 31 is tuned, this armature will vibrate and so will cause pulsating current of such frequency to flow in the primary 39 of transformer K. Owing to the electrical tuning of the circuit for this prin'iary, forced vibrations of armature 31 at any other frequency will cause only a comparatively small amount of pulsating current to flow in the transformer primary, which amount is insufficient to actuate the apparatus supplied by (transformer K, and hereinafter described. That .is, the capacity of battery 36 may be such that when the contact 37 is operated at any frequency other than that to which the primary circuit of transformer K is tuned, the current output ofthe secondary of this transformer will be le is than the value required to operate the apparatus associated with such secondary. The secondary 42 of transformer K supplies current to a rectifier 43, which in turn delivers uni-directional current to a relay H. It will be observed that if the armature 31 sticks in such position that either contact 37 or 37' is closed, continuous current will flow in the primary 39 of transformer K and this current will, of course, not induce current in the transformer secondary 42.

In the form of apparatus shown in Fig. 2, the condenser 40 in series with primary 39 and contact 3?, so that this primarycircuit is tuned to series resonance at the'frequency at which the apparatus isto respond.

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If desired, this primary circuit may be tuned for current resonance in the manner shown in Fig. 3, wherein the condenser 10 is connected in multiple with transformer primary 39. In this form of the apparatus the local circuit including primary 39 and condenser 40 is tuned to resonance at the frequency to which the apparatus is to respond.

Again referring to Fig. 1, and considering the apparatus D this apparatus is mechanically and electrically tuned to resonance at the frequency supplied by the secondaries 7 of transformers T. The apparatus D is mechanically and electrically tuned to the frequency of the current delivered by generators G and the apparatus D is mechanically and electrically tuned to the frequency delivered to generators G It follows that relays H H and H will respond selectively to the currents delivered by secondary 7, generator G and generator G respectively.

Located on the train is a signal S, comprising three electric lamps G, Y and R, arranged when lighted to indicate proceed, caution, and stop, respectively. The proceed lamp G is provided with a circuit which passes from battery 13, through wire 14, lamp G, wire 15, front contact'16 of relay H wires 17 and 17*, front contact 18 of relay H and wire 19 to battery 13. It follows that this lamp is lighted only when relays H and H are both energized. The caution lamp Y, is provided with a circuit which passes from battery 13, through wire a, lamp Y, wire 20, front contact 21 of relay H wires 22 and 17, front contact 18 of relay H and wire 19 to battery 13. This lamp is lighted, therefore, only when relays H and H are both energized. The stop lamp R is provided with a circuitvwhich passes from battery 13, through wire 1e, lamp R, wires 23 and 2%, back contact 25 of relay H wire 26, back contact 27 of re lay H and wires 19 and 19 tobattery 18. In so far as this circuit is concerned, lamp R will be lighted only when relays H and i are both de-energized. This circuit is provided with a branch, however, which passes from wire 23, through wire 28 and back contact 18 of relay H to wire 19; it follows, therefore, that lamp R will be lighted when relay H is die-energized.

The operation of the train-carried apparatus is as follows:

As shown in the drawing, the section to the right of point C is occupied by a train VJ, so that track relay Q is de-energized, and track relays Q and Q are both energized. The train i is, consequently, receiving currents of frequencies 7 and 5, so that relays H and H are energized, with the resuit that the proceed indication lamp G is lighted. This condition will continue until supply of current of frequency 6 to the train coils will be discontinued, so that relays l 6 and H will both be de-energized and relay H will be energized. This will cause: the caution lamp Y to be extinguished and the stop lamp R to become lighted. As the train W' passes point C, and enters the section occupied by train N, the supply of all train governing current will be discontinued, so that relays H, H and H will all be deenergized, with the result that the stop lamp R will continue to be lighted.

Assuming that train V is between points X and C in section B-C, and that train W is between points B and X in the same section, it will be observed that relay H may be energized from generator G at point C. Relays H and H will both be deenergized, however, because currents of frequencies 5 and 7 are shunted by the wheels and axles of train l" so that lamps G and Y will be extinguished and the stop lamp 151 will be lighted.

The apparatus on the train W is so connected that the failure of frequency 7 or the failure of either of the other two frequencies at the time that they are supposed to be active will give a stop indication. That is to say, in the event of failure of frequency'7 relay EU will become deenergized,

thereby opening at its front contact. 18 the circuits for the proceed and caution lamps G and Y and closing at its back contact 18 the circuit for stop lamp R. Normally only one of the other two frequencies 5 and 6 is supplied to the train at one time. The relay corresponding to the other of these frequencies is, therefore, de-energized. If the one that is suposed to be energized fails for any reason, such as failure of the current supply, this relay is ole-energized. so that both relays H and H are de-energized, thereby opening the circuits for the proceed and caution lamps G and Y and closing the circuit for the stop lamp R.

Although I have herein shown and described only certain forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: g i

1. Railway traffic controlling apparatus comprising a section of track, sources of alternating train governing current of three different frequencies for said section, means controlled by traflic conditions in advance for connecting the first and second sources with the rails of said section under one condition and for connecting the first and third of said sources with the rails of said section under another condition, and train-carried apparatus selectively responsive to the frequencies of the currents supplied to the rails of said section.

2. Railway traffic controlling apparatus comprising a section of track, sources of alternating train governing current of three different frequencies for said section, means controlled by traffic conditions in advance for connecting the first and second sources with the "ails at the exit end of said section under one condition and for connecting the first source with the rails at the exit end and the third source with the rails at an intermediate point in the section under another condition, and train-carried apparatus selectively responsive to the frequencies of the currents supplied to the rails of said section.

3. Railway trallic controlling apparatus comprising a section of track, sources of alternating train governing current of three different frequencies for said section, the first of which is constantly connected with the rails at the exit end of the section, means controlled by traffic conditions in advance for at times connecting the second source with the rails at the exit end of the section and for at other times connecting the third source with the rails at an intermediate point in the section, and train-carried apparatus selectively responsive to the frequencies of the currents supplied to the rails of said section.

4. Railway traffic controlling apparatus comprising a section of track, sources of alternatingtrain governing current of three different frequencies for said section, the first of which is constantly connected with the rails at the exit end of the section, means controlled by traflic conditions in advance for also connecting the second or the third source with the rails of said section, and train carried apparatus selectively responsive to the frequencies of the currents supplied to the rails of said section.

5. Railway traffic controlling apparatus comprising a track divided into sections, sources of alternating train governing current of three different frequencies for each section the first of which sources is constantly connected with the rails at the exit end of the associated section, a track relay for each section responsive to the frequency of said first source but not to the frequencies of the other two sources, means for each section for connecting the second source with the rails at the exit end when the relay for the section next in advance is energized and for connecting the third source with the rails at an intermediate point in the section when the relay for the next section in advance is de-energized, and train carried apparatus selectively responsive to the frequencies of the currents in the rails.

6. Railway traflic controlling apparatus comprising a track divided into sections, sources of alternating train governing current of three different frequencies for each section the first of which sources is constantly connected with the rails at the exit end of the associated section, a track relay for each section responsive to the frequency of said first source but not to the frequencies of the other two sources, means for each section for connecting the second source or the third source with the rails of the section according as the track relay for the section next in advance is energized or ole-energized, and train carried apparatus selectively responsive to the frequencies of the currents in the rails.

7. Railway trafl ic controlling apparatus comprising a track divided into sections,

means for constantly supplying train governing current of a first frequency to each section, a track relay for each section selectively responsive to current of said first frequency, means for each section for supplying thereto a train governing current of a second or a third frequency according as the track relay for the section next in advance is energized or de-energized, and train-carried apparatus selectively responsive to the frequencies of the currents supplied to said sections.

8. Railway trafiic controlling apparatus comprising a track divided into sections, means for constantly supplying alternating train governing current of one frequency to the exit end of each section, a track relay for each section selectively responsive to current of said first frequency, means for each section for supplying train governing current of a second frequency to the exit end of the section when the track relay for the section next in advance is energized and for supplying train governing current of a third frequency to an intermediate point in the section when the track relay for the section next in advance is die-energized, and traincarried apparatus selectively responsive to the frequencies of the currents supplied to the sections.

9. Railway traffic controlling apparatus comprising a track divided into sections, sources of alternating train governing current of three different frequencies for each sertion, a track relay for each section selectively responsive to current of the first of said frequencies and also responsive to the relative polarity of the current of said first frequency in the track rails, means for each section for connecting the first source with the rails of the section in one direction or the other according as the track relay for the section next in advance is energized or lit) tie-energized, means for each section for also connecting the second source or the third source with the rails of the section according as the track relay for the section next in advan e is energized or de-energized, and traincarried apparatus selectively responsive to the frequencies of the currents supplied to the rails.

1.0. Railway traffic controlling apparatus comprising a track divided into sections sources of alternating train governing cur rent of three different frequencies for ach section, a track'relay for each section selectively responsive to current of the first source and also responsive to the relative polarity of such current in the track rails, means for each section for connecting the first source with the rails at the exit end of the section in one direction or the other according as the track relay for the section next in advance is energized or tie-energized, means for each section for connecting the second source with the rails at the exit end of the section when the relay for the section next in advance is energized and for connecting the third source with the rails at an intermediate point in the section when the relay for the section next in advance is de-energized, and train-carried apparatus selectively responsive to the frequencies of the currents supplied to the rails.

11. Railway traific controlling apparatus comprising a section of railway track, means for supplying said section with train governing currents of a first and a second frequency under one condition of traflic in advance and with train governing currents of said first and a third frequency under a different condition of trafiic in advance, first, second and third train carried relays responsive respectively to said three tra'ckway currents, and means controlled by said relays for giving a proceed indication when the first and second relays are energized anda caution indication when said first and third relays are energized and a stop indication when said first relay is de-energized or said second and third relays are both de-energized.

12. Railway traflic controlling apparatus comprising a. section of railway track, means for supplying train governing currents of a first and a second frequency to the rails at the exit end of said section under one condition of trafiic in advance and for supplying train governing current of the first frequency to the rails at the exit end of the section and train governing current of a third frequency to the rails at an intermediate point in the section under a different condition of traffic in advance of the section, first, second and third train carried reays responsive respectively to said three trackway currents, and means controlled by said relays for giving a proceed indication different frequencies for said section, means controlled by traific conditions in advance for connecting the first and second sources with the rails at the exit end of said section under one condition and for connecting the first source with the rails at the exit end,

and the third source with the rails at an intermediate point in the section under another condition, first, second and third train carried relays responsive respectively to said three trackway currents, and means controlled by said relays for giving a proceed indication when the first and second relays are energized and a caution indication when said first and third relays are energized and a stop indication when said first relay is de energized or said second and third relays are both tie-energized.

14. Railway traflic controlling apparatus comprising a section of track, sources of alternating train governing current of three different frequencies for said section, the first of which is constantly connected with the rails of the exit end of the section, means controlled by trafiic conditions in advance for at times connecting the second source withthe rails at the exit end of the section and for at other times connecting the third source with the rails at an intermediate pointin the section, first, second and third train carried relays responsive respectively to said three trackway currents, and means controlled by said relays for giving a proceed indication when the first and second relays are energized and a caution indication when said first and third relays are energized and a stop indication when said first relay is (lo-energized or said second and third relays are both tie-energized.

15. Railway traffic controlling apparatus comprising a section of track, sources of alternating train governing current of three different frequencies for said section, the first of which is constantly connected with the rails at the exit end of the section, means controlled by traflic conditions in advance for also connecting the second or the third source with the rails of said section, first, second and third train carried relays responsive respectively to said three trackway currents, and means controlled by said relays for giving a proceed indication when the first and second relays are energized and a caution indication when said first and third relays are energized and a stop indication when said first relay is de-energized or said second and third relays are both de-energized.

16. Railway controlling apparatus comprising a track divided into sections, sources of alternating train governing current of three differentfrequencies for each section the first of which sources is constantly connected with the rails at the exit end of the associated section, a track relay for each sect-ion responsive to the frequency of said first source but not to the frequencies of the other two sources, means for each sec tionifor connecting the second source with the rails at the exit end when the relay for the section neXt in advance is energized and for connecting the third source with the rails at an intermediate point in the section when the relay for the next section in advance is de-energized, first, second and third train carried relays responsive respectively to said three traclrway currents, and means controlled by said relays for giving a proceed indication when the first and second relays are energized and a caution indication when said first and third relays are energized and a stop indication when said first relay is tie-energized or said second and third relays are both de-energized 17. Railway traffic controlling apparatus comprising a track divided into sections, sources of alternating train governing current of three different frequencies for each section the first of which sources is constantly connected with the rails at the exit end of the associated section, a track relay for each section responsive to the frequency of said first source but not to the frequencies of the other two sources, means for each section for connecting the second source or the third source with the rails of the section according as the track relay for the section next in advance is energized or (ls-energized, first, second and third train carried relays responsive respectively to said three trackway currents, and means controlled by said rel. ys for giving a proceed indication when the first and second relays are energized and a caution indication when said first and third relays are energized and a stop indication when said first relay is tie-energized or said second and third relays are both de-energized.

18. Railway trafiic controlling apparatus comprising a section of railway track, means for supplying said section with train governing currents of a first and a second frequency under one condition of traffic in advance and with train governing currents of said first and a third frequency under a difierent condition of traffic in advance, first, second and third train carried relays re sponsive to said first, second and third tractway currents, respectively, a proceed indication circuit controlled hy front contacts of said first and second relays, a caution in dication circuit controlled by front contacts of said first and third relays, a stop indication eircuit controlled by back contacts of said second and third relays, and a branch for said stop indication circuit around said back contacts and including a hack contact of said first relay.

In testimony whereof I affiX my signature.

LABS O. GRONDAHL. 

